a rising EGT, due to the fire in the turbine. Therefore, tailpipe fires are more often ally detected by cabin crew, ground crew or ATC. H

ground crew, or ATC usually

the fligprocedure. The engine tailpipe fire procedure requests to:
. Dry crank the engine to remove the remaining fuel.
Do not use the ENG FIRE pushbutton (except for A300/310) or the AGENT DISCH pushbuttons because:

the dry crank sequenThe fire agents will be that is not affected by the tailpipe fire (Figure 5). Discharging the fire agents will have no negative impact on the engine, but may lead to delays or cancellation, if no fire extinguisher bottle spa
 
  Extinguisher Agent  Distribution Zones
 
ipe Fire Zo
crank the engine), because the ground fire extinguishing agent can cause serious corrosive damage. Following the use of ground fire extinguishers, maintenance action is due (the engine might be removed for a maintenance inspection). In-service events show tha
unwarranted, emergency evacuation. Engine Stall An engine stall (also called engine surge) is in fact a compressor surge that can be caused by:
.

.

.

In a jet engine, air com

the airflow is disrupted, and the compressor can no longer compress the incoming air.  high-pressure condition existing behind the stalled area may create a flow reve

toards the compressor air inlet, thus resulting in an immediate and large thrust loss. ing takeoff and high power settings, the engine stall is characterized by: One or more loud bangs

. .
 
ngine Malfunctio
Engine Stall at Takeoff Flight crews who have experienced an engine stall at takeoff report that the bang is louder than any other noise they had previously heard in the cockpit. It is often compared to a shotgun being fired a few meters away.
Because of the noise and yaw movement of an engine stall, flight crews sometimes incorrectly identify the occurrence as a

csons and bangs continue as long as the flight crew (or thrust lever, as per the ENG STALL procedure of the
 reduction and the engi levers slowly, as long
If the stall reappears, keep the engine thrust below the stall threshold. Flight crews should report the occurrence for immediate maintenance action.
Non recoverable stall One or two bangs are heard and the engine will decelerate to zero power, as if the fuel had been cut-off.
Bring the affected engine thrust levers to idle and shutdown the engine. A non-recoverable

causing a runwacharacterized by:

.

.

.

Anengine stall can result in an EGT overlimit condition because the airflow downstream

Engine stalls are harder to detect at low power. The engine stall can be: . Recoverable without crew action . Not recoverable.

.

Recoverable stall without crew action
　
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